EP3434873B1 - Système de refroidissement et véhicule automobile - Google Patents

Système de refroidissement et véhicule automobile Download PDF

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Publication number
EP3434873B1
EP3434873B1 EP18182606.6A EP18182606A EP3434873B1 EP 3434873 B1 EP3434873 B1 EP 3434873B1 EP 18182606 A EP18182606 A EP 18182606A EP 3434873 B1 EP3434873 B1 EP 3434873B1
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EP
European Patent Office
Prior art keywords
coolant
motor vehicle
heat exchanger
cooling system
cooling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18182606.6A
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German (de)
English (en)
Other versions
EP3434873A1 (fr
Inventor
Tino Koch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
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Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP3434873A1 publication Critical patent/EP3434873A1/fr
Application granted granted Critical
Publication of EP3434873B1 publication Critical patent/EP3434873B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/0285—Venting devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/028—Deaeration devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/04—Arrangements of liquid pipes or hoses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles

Definitions

  • the invention relates to a cooling system for a motor vehicle with a cooling circuit in which a coolant pump for conveying a liquid coolant in a defined conveying direction in the cooling circuit and a heat exchanger are integrated, the coolant pump and the heat exchanger being connected to one another via coolant lines and a first vent line branches off from the cooling circuit and leads to an expansion tank and a second vent line connects the heat exchanger with a section of one of the coolant lines.
  • the invention also relates to a motor vehicle with such a cooling system.
  • a motor vehicle generally has at least one cooling system that is based on the circulation of a cooling liquid in at least one cooling circuit.
  • the coolant absorbs thermal energy, which is at least partially released back into the ambient air in an ambient heat exchanger.
  • the components to be cooled can be cooled which is particularly simple and well adapted to the different cooling performance requirements of the components to be cooled.
  • Such a cooling system generally also has one or more devices which enable the components integrated in the cooling circuit or the entire cooling circuit to be vented. Such a venting is necessary in particular when the cooling circuit is filled with the cooling liquid for the first time or for maintenance reasons. Furthermore, gas can also escape from the cooling liquid during operation of the cooling system, which gas should be discharged in order, among other things, to avoid a deterioration in the heat transfer in the heat-exchanging components of the cooling system and thus the cooling performance.
  • a cooling system of the type mentioned is from the DE 10 2012 006 518 A1 known.
  • that section into which the second ventilation line coming from the heat exchanger opens is designed in the form of a Venturi nozzle. This is intended to take advantage of the fact that when the cooling liquid flows through the area of the Venturi nozzle, which has a reduced flow cross-sectional area, a negative pressure is generated which can be used for a fluid, ie a fluid, via the second vent line opening laterally into this area of the Venturi nozzle Gas, if there is one in the area of Branch of the second ventilation line from the heat exchanger is present, otherwise cooling liquid to be sucked off.
  • the DE 10 2011 118 837 A1 describes a cooling circuit of an internal combustion engine with an expansion tank and a heat exchanger. Coolant enters the heat exchanger through a supply line. An outlet opening for the coolant is located in an upper area of the heat exchanger. The outlet opening is followed by a branch through which, on the one hand, a main volume flow is fed to a low temperature area and, on the other hand, a secondary volume flow is returned to the expansion tank through a vent line. Due to a high flow velocity in the ventilation line, the air present in the heat exchanger should be able to be fed to the expansion tank positioned lower down.
  • the vent line opens inside the expansion tank into a vertically oriented, hollow-cylindrical pipe section which is thus arranged at least in sections below the level of the coolant in the expansion tank.
  • the flow cross-sectional area of the vent line should be significantly smaller than that of the supply line and should, for example, have an inner diameter of 3 mm to 8 mm and preferably 6 mm.
  • the WO 2008/084099 A2 discloses an arrangement for a cooling circuit with a vent.
  • the arrangement comprises a first circuit section of the liquid circuit, a second circuit section of the liquid circuit and a venting device for venting the first circuit section.
  • the second circuit section is arranged in the flow direction after the first circuit section and before the venting.
  • the venting device opens into the first circuit section in a first connection area and into the second circuit section in a second connection area.
  • the second circuit section and / or the venting device in the second connection area should be designed and / or arranged in such a way that sufficient suction is created in the venting device to at least partially vent the first circuit section in the venting device. This can be achieved, among other things, by arranging the second connection area in the area of a narrowing of the flow cross-section of the second circuit section and consequently by the Venturi effect achieved in this way.
  • a disadvantage of sucking off gas from a heat exchanger of a cooling system to be vented by generating a negative pressure by means of a Venturi nozzle, as shown in FIG the DE 10 2012 006 518 A1 or the WO 2008/084099 A2 lies in not inconsiderable flow losses that occur when the cooling liquid flows through the Venturi nozzle.
  • the invention was based on the object of specifying a cooling system for a motor vehicle that is improved with regard to this disadvantage.
  • the invention is based on the idea that, starting from a cooling system, as it is basically from the DE 10 2012 006 518 A1 It is known that with a suitable selection of that section of a coolant line into which the second vent line coming from the heat exchanger opens, the design of this section as a Venturi nozzle can be dispensed with and a sufficient pressure gradient can still be implemented over this vent line to effectively vent the heat exchanger to ensure. This applies specifically if this section of the coolant line is arranged on the suction side of the or a coolant pump integrated in the cooling circuit and, in particular, as close as possible to it, in order to utilize the suction effect there also for venting the heat exchanger via the second vent line.
  • the invention provides a cooling system for a motor vehicle which comprises at least one cooling circuit, in which at least one coolant pump for conveying a liquid coolant in a defined conveying direction in the cooling circuit and a heat exchanger are integrated, the coolant pump and the heat exchanger directly and / or indirectly , ie with or without the interposition of a heat-exchanging functional component, are connected to one another via coolant lines to form the cooling circuit and with a first vent line branching off from the cooling circuit and leading to an expansion tank of the cooling system and a second vent line connecting the heat exchanger to a section of one of the coolant lines.
  • this section of this coolant line, into which the second vent line opens is arranged upstream of the coolant pump with respect to the defined conveying direction and has a constant flow cross-sectional area.
  • the flow cross-sectional area in the area forming the mouth opening of the second vent line is therefore essentially or preferably exactly as large as the flow cross-sectional areas in the areas of this section of the coolant line adjoining this area on both sides. Consequently, this section into which the second vent line opens should not be designed as a Venturi nozzle, so that flow losses that would occur when the coolant flows through such a Venturi nozzle as a result of a cross-sectional constriction characteristic of a Venturi nozzle can be avoided.
  • a branch-free section of the coolant line is arranged, which is also designed with a constant flow cross-sectional area (over the longitudinal course).
  • this section can also be made as short as possible.
  • the section into which the second vent line opens is arranged directly upstream of the coolant pump with respect to the defined conveying direction. Accordingly, there should be no component of the cooling circuit between this section and the coolant pump that would influence the flow of the coolant to the relevant extent, as is the case in particular when a heat exchanger, a branching of the coolant line, a valve or another throttle is integrated there were.
  • a motor vehicle according to the invention is characterized in that it comprises a cooling system according to the invention.
  • an “expansion tank” is understood to mean a reservoir for the coolant of the cooling system, which is used to compensate in particular temperature-related expansion of the coolant by changing the fill level of the coolant in the expansion tank.
  • an expansion tank can in particular be partially filled with the coolant and partially with a gas, in particular air.
  • the first The vent line can preferably open into a section of the expansion tank in which the gas is present.
  • an equalizing line can be provided, by means of which the equalizing tank, in particular in a section that receives the coolant, is additionally connected to the cooling circuit in order to prevent an overflow of coolant between the cooling circuit and the equalizing tank with the primary aim of compensating for a temperature-related expansion of the coolant, if necessary, also to enable the cooling system or at least the cooling circuit to be filled with the coolant for the first time or as part of maintenance activities.
  • the second vent line has a flow cross-sectional area, preferably constant over its longitudinal course, of between 0.2 mm 2 and 20 mm 2 , preferably between 2 mm 2 and 5 mm 2 and particularly preferably between 3 mm 2 and 3.3 mm 2 .
  • these values approximately correspond to a preferred diameter of between 0.5 mm and 5 mm, preferably of 1.5 mm and 2.5 mm and particularly preferably of about 2 mm.
  • the second vent line does not have a constant flow cross-sectional area over the longitudinal course, these values should relate to either the smallest or the flow cross-sectional area averaged over the longitudinal course.
  • Such a relatively small dimensioning of the second vent line which is significantly below the usual dimensioning for a vent line in a conventional cooling system, enables the gas that has accumulated in the area of the junction in the heat exchanger to be sucked off to a sufficient extent due to the means of the coolant pump in the area of the mouth of the second vent line in the coolant line generated negative pressure.
  • the flow of coolant that is discharged from the heat exchanger via the vent line as a result of this negative pressure is kept low, which has an advantageous effect on operation and, in particular, a heating system. and / or cooling functionality of the heat exchanger can affect. If the heat exchanger is designed as an ambient heat exchanger which serves exclusively or primarily to transfer thermal energy from the coolant to air, the heat output of the heat exchanger may be reduced by such suction of coolant from the heat exchanger.
  • the heat exchanger is designed as a cooler, which serves exclusively or primarily to transfer thermal energy from a component body or another medium to the coolant, a Such suction of coolant from the heat exchanger may reduce the cooling capacity of the heat exchanger. By minimizing a coolant mass flow possibly discharged from the heat exchanger via the second vent line, an associated deterioration in a heating or cooling functionality can consequently also be kept low.
  • a shut-off valve which can preferably be designed in the form of a non-return valve, is integrated into the second vent line.
  • This shut-off valve is designed in such a way that it closes in the event of a negative pressure on its side connected to the heat exchanger.
  • an actively controllable shut-off valve it is also possible to use an actively controllable shut-off valve.
  • Such a shut-off valve can advantageously prevent the coolant pump from flowing through the second vent line when the coolant pump is not in operation as a result of an overpressure then possibly present in the area of the mouth of the second vent line in the coolant line compared to the pressure in the area of the branch from the heat exchanger overflows into the heat exchanger.
  • the second ventilation line branches off from a cavity of the heat exchanger integrated into the cooling circuit at the highest point when the motor vehicle is oriented horizontally.
  • the gas accumulating in the heat exchanger can be discharged as completely as possible by means of the second vent line.
  • the expansion tank forms the highest cavity of the cooling system, which is provided for receiving coolant, when the motor vehicle is in a horizontal position, whereby the cooling circuit can advantageously be vented via the first vent line and the expansion tank.
  • venting of the heat exchanger via the second vent line is based on sucking off gas that has accumulated in the heat exchanger as a result of a sufficient pressure gradient across the second vent line, it is not necessary to design the second vent line with a continuously rising gradient to ensure problem-free removal of the gas. Consequently, in a motor vehicle according to the invention, it can advantageously also be provided that the second ventilation line at horizontal alignment of the motor vehicle is formed at least partially sloping, whereby the integration of the cooling system and in particular the ventilation line in the motor vehicle can optionally be significantly simplified.
  • the or at least one of the heat exchangers of the cooling system is cooling ducts for such an electric traction motor, it can then be provided that the / a second ventilation line from the electric traction motor in the rear of the motor vehicle to one in the area of the front of the Motor vehicle arranged section of that coolant line into which the second vent line opens, must be performed, which may require the second vent line to be partially sloping, for example in order to guide it along the underbody of the motor vehicle.
  • the Fig. 1 shows a motor vehicle according to the invention.
  • This is designed in the form of a hybrid vehicle and accordingly comprises one in an engine compartment, which is located in the area of the front of the Motor vehicle is arranged, recorded internal combustion engine 1 as part of an internal combustion engine, which is provided if necessary to provide drive power for the motor vehicle, as well as an electric traction motor 2, which is also provided if required to provide drive power for the motor vehicle and for this purpose from a battery 3 with the the necessary electrical power can be supplied.
  • the internal combustion engine 1, the electric traction motor 2 and the battery 3 are integrated into a cooling system 4 according to the invention, which forms at least one cooling circuit 10.
  • this (partial) cooling system comprises a coolant pump 6 that can be driven, for example, by means of an electric motor 5, a heat exchanger 7, which can be, for example, cooling channels integrated into or assigned to an electric traction motor 2, and an ambient heat exchanger 8, for example a main cooler of the Cooling system.
  • the coolant pump 6, the heat exchanger 7 and the ambient heat exchanger 8 are fluidly connected to one another by means of coolant lines 9 and are integrated into a cooling circuit 10 in such a way that the heat exchanger 7 is conveyed in the cooling circuit 10 with respect to a defined conveying direction in which the liquid coolant 12 is conveyed by the coolant pump 6 should, is arranged between the coolant pump 6 and the ambient heat exchanger 8.
  • the cooling system 4 furthermore comprises an expansion tank 11 which, in the case of a horizontal alignment of a motor vehicle comprising the cooling system 4, forms the highest cavity of the cooling system 4, which is provided for receiving coolant 12.
  • This cavity of the expansion tank 11 is partially filled with the coolant 12 and partially with a gas 13, in particular air, in order to be able to compensate for different expansions of the coolant 12 due to temperature changes during the operation of the cooling system 4.
  • an equalization line 14 exits from the equalization tank 11 from the lower section of the expansion tank 11, preferably at the lowest point of the cavity of the expansion tank 11, which opens into that coolant line 9 which connects the ambient heat exchanger 8 directly to the coolant pump 6.
  • a first vent line 15 is provided, which branches off from the coolant line 9 that connects the heat exchanger 7 directly to the ambient heat exchanger 8, the corresponding branch preferably (in the case of a horizontal orientation of one of the Cooling system 4 comprehensive motor vehicle) is arranged at the highest possible point of the cooling circuit 10.
  • the first vent line 15 opens into an / the upper section of the expansion tank 11, in which gas 13 is arranged in the normal case, ie in normal operation of the cooling system 4.
  • a shut-off valve in the form of a check valve 16 is also integrated into the first vent line 15, which valve is designed and arranged in such a way that it closes automatically in the event of excess pressure on its side connected to the expansion tank 11.
  • This check valve 16 can prevent a fluid (gas and / or coolant) from flowing over from the expansion tank 11 via the first vent line 15 into the cooling circuit 10 when there is a corresponding pressure gradient.
  • the cooling system 4 also includes a second vent line 17, which branches off at the highest point from a cavity of the heat exchanger 7 integrated into the cooling circuit 10 and provided for guiding the coolant, and also into the coolant line 9 that connects the ambient heat exchanger 8 with the coolant pump 6 directly connects, flows.
  • the second vent line 17, as shown in FIG Fig. 2 is shown, also at least partially sloping. Via this second vent line 17, gas 13, which collects in this cavity of the heat exchanger 7 due to a functionally required, relatively complex configuration, can be discharged and reintroduced into the coolant 12 flowing through the cooling circuit 10, so that it can then be passed through the first vent line 15 can be discharged into the expansion tank 11.
  • Such a removal of gas 13 from the heat exchanger 7 is based on suction, which is ensured during operation of the coolant pump 6 by the negative pressure that prevails on its suction side compared to the pressure on the pressure side.
  • the heat exchanger 7 is directly downstream of the coolant pump 6 (with respect to the defined flow direction of the coolant 12) integrated into the cooling circuit 10.
  • that section of the coolant line 9 that connects the ambient heat exchanger 8 with the Coolant pump 6 connects and into which the second vent line 17 opens, arranged directly and as short a distance as possible upstream of the coolant pump 6.
  • the section of the coolant line 9 into which the second vent line 17 opens is without any special design measures to generate a negative pressure in it through-flowing coolant 12 and in particular not in the form of a Venturi nozzle. Rather, it can be provided that this coolant line 9, which directly connects the ambient heat exchanger 8 to the coolant pump 6, is designed with an essentially constant flow cross-sectional area over the entire longitudinal course.
  • a shut-off valve in the form of a check valve 16 is also integrated into the second vent line 17, which valve is designed and arranged in such a way that it closes automatically when there is a negative pressure on its side connected to the heat exchanger 7. Such a negative pressure can occur in particular when the coolant pump 6 is at a standstill.
  • the check valve 16 of the second vent line 17 then prevents coolant 12 from flowing over the second vent line 17 into the heat exchanger 7.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (9)

  1. Système de refroidissement (4) pour un véhicule automobile comprenant un circuit de refroidissement (10), dans lequel sont intégrés une pompe pour agent de refroidissement (6) pour le transport d'un agent de refroidissement liquide (12) dans un sens de transport défini dans le circuit de refroidissement (10) et un échangeur de chaleur (7), la pompe pour agent de refroidissement (6) et l'échangeur de chaleur (7) étant connectés l'un à l'autre par le biais de conduites d'agent de refroidissement (9) pour la formation du circuit de refroidissement (10) et une première conduite d'aération (15) bifurquant du circuit de refroidissement (10) et conduisant à un récipient de compensation (14) et une deuxième conduite d'aération (17) connectant l'échangeur de chaleur (7) à une section d'une des conduites d'agent de refroidissement (9), laquelle est disposée en amont de la pompe pour agent de refroidissement (6), la deuxième conduite d'aération débouchant dans cette section, caractérisé en ce que cette section présente une section transversale d'écoulement constante et que, entre cette section et la pompe pour agent de refroidissement, seule une section sans ramifications de la conduite d'agent de refroidissement (9) est disposée, laquelle présente également la même section transversale d'écoulement constante sur l'extension longitudinale.
  2. Système de refroidissement (4) selon la revendication 1, caractérisé en ce que la deuxième conduite d'aération (17) présente une section transversale d'écoulement comprise entre 0,2 mm2 et 20 mm2 ou comprise entre 2 mm2 et 5 mm2 ou comprise entre 3 mm2 et 3,3 mm2.
  3. Système de refroidissement (4) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une vanne d'arrêt est intégrée dans la deuxième conduite d'aération (17), laquelle est conçue de telle façon que celle-ci se ferme en cas de dépression sur son côté connecté à l'échangeur de chaleur (7).
  4. Système de refroidissement (4) selon la revendication 3, caractérisé en ce que la vanne d'arrêt est conçue comme un clapet anti-retour (16).
  5. Véhicule automobile doté d'un système de refroidissement (4) selon l'une quelconque des revendications précédentes.
  6. Véhicule automobile selon la revendication 5, caractérisé en ce que, pour un alignement horizontal du véhicule automobile, la deuxième conduite d'aération (17) bifurque à l'emplacement le plus élevé à partir d'une cavité de l'échangeur de chaleur (7) intégrée dans le circuit de refroidissement (10).
  7. Véhicule automobile selon la revendication 5 ou 6, caractérisé en ce que, pour un alignement horizontal du véhicule automobile, le réservoir de compensation (11) forme la cavité la plus élevée du système de refroidissement (4) pour la réception de l'agent de refroidissement (12).
  8. Véhicule automobile selon l'une quelconque des revendications 5 à 7, caractérisé en ce que, pour un alignement horizontal du véhicule, la deuxième conduite d'aération (17) est conçue au moins partiellement en pente descendante.
  9. Véhicule automobile selon l'une quelconque des revendications 5 à 8, caractérisé par un moteur à traction électrique (2).
EP18182606.6A 2017-07-24 2018-07-10 Système de refroidissement et véhicule automobile Active EP3434873B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017116600.9A DE102017116600A1 (de) 2017-07-24 2017-07-24 Kühlsystem und Kraftfahrzeug

Publications (2)

Publication Number Publication Date
EP3434873A1 EP3434873A1 (fr) 2019-01-30
EP3434873B1 true EP3434873B1 (fr) 2021-11-10

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EP (1) EP3434873B1 (fr)
CN (1) CN109296444B (fr)
DE (1) DE102017116600A1 (fr)

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DE102019210967A1 (de) * 2019-07-24 2021-01-28 Volkswagen Aktiengesellschaft Kühlkreislauf
DE102019130429A1 (de) * 2019-11-12 2021-05-12 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kühlkreislaufanordnung
DE102020206674A1 (de) * 2020-05-28 2021-12-02 Volkswagen Aktiengesellschaft Hybridfahrzeug mit einem Kühlsystem
DE102021110014A1 (de) * 2021-04-20 2022-10-20 Röchling Automotive Se & Co.Kg Kühlflüssigkeit-Ausgleichsbehälter mit integrierter, von der Behälterwand längs ihres gesamten Umfangs beabstandeter Wirbelkammer
DE102022121619A1 (de) 2022-08-26 2024-03-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Entlüften eines Fluidkreislaufs

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EP3434873A1 (fr) 2019-01-30
DE102017116600A1 (de) 2019-01-24
CN109296444A (zh) 2019-02-01
CN109296444B (zh) 2021-11-19

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